Section 9

SECTION 9

LUBRICATING OIL SYSTEM

CONTENTS PAGE CONTENTS PAGE

MAIN LUBRICATING OIL SYSTEM 9-1 MAIN LUBE OIL AND PISTON
COOLING OIL PUMPS
PISTON COOLING SYSTEM 9-2
DESCRIPTION 9-9
SCAVENGING OIL SYSTEM 9-2
DISASSEMBLY 9-9
OIL GAUGE 9-2
CLEANING 9-10
MAIN LUBRICATING OIL PRESSURE 9-2
INSPECTION 9-10
PISTON COOLING OIL PRESSURE 9-3
ASSEMBLY 9-11
MAIN LUBE OIL AND PISTON
COOLING OIL MANIFOLD ASSEMBLY INSPECTION 9-13

DESCRIPTION 9-3
SCAVENGING OIL PUMP
PRESSURE RELIEF VALVE
DESCRIPTION 9-13
DESCRIPTION 9-3
DISASSEMBLY 9-14
SPRING, GUIDE, AND VALVE
INSPECTION 9-4 CLEANING, INSPECTION,
AND ASSEMBLY 9-14
INSTALLATION 9-4
ASSEMBLY INSPECTION 9-15
PRESSURE SETTING 9-4

PISTON COOLING OIL PIPE TURBOCHARGER OIL FILTER

DESCRIPTION 9-4 DESCRIPTION 9-15

MAINTENANCE 9-4 MAINTENANCE 9-16

CHECKING OIL VISCOSITY 9-5 SOAK BACK OIL SYSTEM

CHANGING OIL 9-5 DESCRIPTION 9-16

OIL STRAINER HOUSING MAINTENANCE 9-17

DESCRIPTION 9-6 PRELUBRICATION OF ENGINES 9-17

MAINTENANCE 9-7 OIL SYSTEM INFORMATION 9-17

LUBE OIL SEPARATOR SERVICE DATA

DESCRIPTION 9-8 SPECIFICATIONS 9-19

MAINTENANCE 9-8 EQUIPMENT LIST 9-20

9-1
Section 9
ENGINE MAINTENANCE
MANUAL
LUBRICATING OIL SYSTEM
DESCRIPTION
The complete engine lubricating oil system is a
combination of three separate systems. These are
the main lubricating system, the piston cooling
system and the scavenging oil system. Each system
has its own oil pump. The main lube oil pump and
piston cooling oil pump, although individual
pumps, are both contained in one housing and
driven from a common drive shaft. The scavenging
oil pump is a separate pump. All the pumps are
driven from the accessory gear train at the front of
the engine. Parts of the complete oil system and a
.
Fig. 9-1 - Lubricating Oil System
9-2
SECTION
9
schematic arrangement of oil circulation are shown
in Fig. 9-1.
MAIN LUBRICATING OIL SYSTEM
The main lubricating oil system supplies oil under
pressure to most of the moving parts of the engine.
The main lube oil pump takes oil from the strainer
housing at the right front of the engine. Oil from
the pump goes into the main oil manifold which is
located above the crankshaft, and extends the
length of the engine. Maximum oil pressure is
limited by a relief valve in the passage between the
pump and the main oil manifold
Section 9

Oil tubes at the center of each main bearing "A" PISTON COOLING OIL SYSTEM
frame conduct oil from the main manifold to the
upper half of the main crankshaft bearings. Drilled The piston cooling oil system pump receives oil
passages in the crankshaft supply oil to the from a common suction with the main lube oil
connecting rod bearings, damper, and accessory pump and delivers oil to the two piston cooling oil
drive gear at the front of the crankshaft. Leak-off manifolds extending the length of the engine, one
oil from the adjacent main bearings lubricates the on each side. A piston cooling oil pipe at each
crankshaft thrust bearings. cylinder directs a stream of oil through the carrier
to cool the underside of the piston crown and the
Oil from the main lube oil manifold enters the gear ring belt. Some of this oil enters the oil grooves in
train at the rear of the engine, at the idler gear the piston pin bearing and the remainder drains out
stubshaft bracket. Oil passages in the stubshaft through holes in the carrier crown to the sump.
bracket distribute the oil. One passage conducts oil
to both the right and left bank camshaft drive gear SCAVENGING OIL SYSTEM
stubshaft brackets and to a manifold connected to
the turbocharger oil filter. After passing through The scavenging oil system pump, Fig. 9-I, takes oil
the filter, the oil enters the return line in the through the scavenging oil strainer from the oil pan
manifold and flows back to the idler gear stubshaft. sump or reservoir. The pump then forces the oil
A passage in the idler gear stubshaft bracket directs through the oil filters and oil cooler which are
lube oil to the upper and lower stubshaft bearings. located near the engine. Oil then returns to the
Filtered oil enters the turbocharger oil system from strainer housing to supply the main lube oil pump
the upper idler gear stubshaft. and piston cooling oil pump with cooled and
filtered oil. Excess oils spills over a dam in the
An oil passage in the turbocharger filter head, strainer housing and returns to the oil pan.
parallel to the filter output line, is connected to a
passage in the turbocharger oil manifold. An oil OIL GAUGE
pressure line is connected between the manifold An oil level gauge, Fig. 9-2, extends from the side
passage and the low oil pressure device in the of the oil pan into the oil pan sump. The oil level
governor. should be maintained between the low and full
Oil enters the hollow bore camshafts from the marks on the gauge, with the reading taken when
camshaft drive stubshafts. Radial holes in the the engine is at idle speed and the oil is hot.
camshaft conduct oil to each camshaft bearing. An
oil line from one camshaft bearing at each cylinder
supplies oil to the rocker arm shaft, rocker arm cam
follower assemblies, hydraulic lash adjusters, and
the injector rocker arm button. Leak-off oil returns
to the oil pan through passages between the top
deck and the oil pan.
Passages in the turbocharger conduct oil to the
turbocharger bearings, idler gear, planet gear
assembly, and auxiliary drive bore.
Considerable heat will remain in the metal parts of
the turbine when the engine is shut down, and if the
oil supply to the turbocharger was shut off
suddenly, this heat would penetrate the turbo-
charger bearing area. To prevent possible over-
heating of the turbocharger, oil is automatically Fig. 9-2 - Oil Level Gauge
supplied to the turbocharger after stopping the
engine.
MAINTENANCE
Protection is provided against a hot oil condition MAIN LUBRICATING OIL PRESSURE
by a thermostatic valve. Descriptive information is
contained in Section 13, Protective Devices. Adequate lubricating oil pressure must be main-
tained at all times when the engine is running.

9-3
Section 9

Upon starting and idling the engine, it should be noted Connecting tubes passing through the accessory drive
that the oil pressure builds up almost immediately. In cover, protected against leakage by seal rings, connect
the event of cold oil, the pressure may rise to the relief the manifold to the discharge side of the main lube oil
valve setting of approximately 862 kPa (125 psi). piston cooling oil pumps.

Lubricating oil pressure is not adjustable. The operating The purpose of the manifold is to transfer the oil
pressure range is determined by such things as supplied by the pumps to the main bearing oil header in
manufacturing tolerances, oil temperature, oil dilution, the center of the engine. The manifold also transfers oil
wear, and engine speed. The pipe plug can be removed to the piston cooling oil header pipes on each side of the
from the opening in the pump discharge elbow and a crankcase, just inside the oil pan mounting flange.
gauge installed to determine the pressure.
LUBE OIL PRESSURE RELIEF
The minimum oil pressure is approximately 55-83 kPa
(8-12 psi) at idle and 172-200 kPa (25-29 psi) at full
VALVE
speed. In the event of insufficient oil pressure, a
shutdown feature built into the governor will DESCRIPTION
automatically protect the engine by shutting it down.
Maximum pressure is determined by the relief valve The lube oil pressure relief valve, Fig. 9-4, is installed
setting. on the lube oil manifold, inside the accessory gear train
housing on the left side of the engine, Fig. 9-1. A cover
plate provides access to the valve for inspection and
PISTON COOLING OIL PRESSURE
adjustment.
Pressure of the piston cooling oil will be governed by
oil viscosity, speed of engine, temperature of oil, and
wear of pump parts. The pipe plug can be removed from
the opening in the pump discharge elbow and a gauge
installed to determine the pressure.

MAIN LOBE OIL AND PISTON

COOLING OIL MANIFOLD
DESCRIPTION
The main lube oil and piston cooling oil manifold, Fig.
9-3, is a one piece casting with cored passages. The
manifold is mounted and doweled in the front end plate,
under the accessory drive cover.

Fig. 9-4 - Lube Oil Pressure Relief Valve

Fig. 9-3 - Lube Oil Manifold And Relief Valve

9-4
Section 9
The purpose of the valve is to limit the maximum
pressure of the lube oil entering the engine oil system.
When the lube oil pump pressure exceeds the spring
tension on the valve, the valve will be lifted off its seat
and relieve the excess pressure. This oil drains into the
accessory housing and then into the oil pan.
MAINTENANCE
The oil pressure relief valve should be removed and the
parts inspected at intervals specified in the Scheduled
Maintenance Program.
Disassemble the valve and wash all the parts
thoroughly. As stated on the safety plate on the valve,
back off on the valve guide all the way before removing
the valve holder and spring.
Inspect the parts as follows to determine their condition
for reuse.
VALVE SPRING
Check the valve spring for any nicks which could cause
subsequent spring failure.
Test the valve spring by applying a load of 141 kg (310
lbs). Under this load the spring length should not be less
than 114.30 mm (4-1/2").
VALVE GUIDE
Using a telescoping gauge, check the valve guide inside
diameter.
If the inside diameter is rough or lightly scuffed, clean
up the bore but do not exceed the maximum diameter.
VALVE
Examine the valve stem for roughness and light
scuffing. The stem may be handstoned and buffed to
remove high spots. Replace the valve if the stem is
badly galled.
Check that the outside diameter of the valve stem is not
less than the minimum limit.
Also, check for a possible bent valve or distorted face
by checking the squareness of the valve face to the
stem, measuring from the outer edge of the valve face.
Total indicator reading should be as specified.
9-5
INSTALLATION
When installing relief valve on engine, make sure that
the bypass port is positioned in the downward direction,
Fig. 9-3.
SETTING OIL PRESSURE RELIEF VALVE
The setting of the oil pressure relief valve connected to
the lube oil manifold determines the maximum oil
pressure at the main lube oil pump. It is not set by
pressure gauges, but by a specific dimension from the
top of the valve guide to the top of the valve holder.
To set valve, loosen the locknut, Fig. 9-4, and position
the valve guide so that it extends 38.10 mm (1-1/2")
above the safety plate.
This setting will permit a maximum oil pressure of
about 862 kPa (125 psi) under cold oil conditions, and
allow an adequate pressure for normal operation and hot
oil.
Lubricating oil manifold pressure or pressure at the
valve can be determined by applying a pressure gauge
at the main lube oil pump discharge elbow.
PISTON COOLING OIL PIPE
DESCRIPTION
The piston cooling oil pipe is bolted at one end to a
flange on the piston cooling oil manifold, and at the
other end to the bottom of the cylinder liner. A pipe is
located at each cylinder to direct a stream of oil through
the piston carrier to the undercrown of the piston.
Alignment of the piston cooling oil pipe is very
important.
MAINTENANCE
The alignment of the piston cooling oil pipe to the inlet
hole in the piston carrier is checked with an alignment
gauge as shown in Fig. 9-5. The small end of the gauge
fits into the nozzle of the pipe and by bringing the
piston to bottom center the gauge should enter the inlet
hole in the piston carrier and turn freely in this position.
This gauge is not to be used for bending the pipe in case
of misalignment. If the gauge will not freely enter the
carrier hole, the pipe should be removed and replaced
with a new or correctly aligned one.
In addition to the alignment check, the piston cooling
pipe nozzle should be examined for ragged edges which
might cause the oil to spray out instead of shoot out in a
stream.
Section 9

necessary. Oil and filter change periods should be

followed closely since the oil is not only oxidizing, but
contaminants are corning into the engine from fuel
combustion, as well as the normal air-borne
contaminants which are not caught by the air filters. It is
therefore beneficial to drain the oil and eliminate these
contaminants as specified in the Scheduled
Maintenance Program.

CHANGING OIL
Engine lube oil should be drained. filters replaced. and
strainers and screens cleaned at intervals outlined in the
Scheduled Maintenance Program. Before the oil is
drained, its viscosity should be checked for any
indication of fuel dilution. If fuel leakage is indicated,
the leak should be corrected before charging the engine
with new oil.

GENERAL PROCEDURE

1. Shut down the engine.

Fig. 9-5 - Piston Cooling Oil Pipe Alignment
CHECKING OIL VISCOSITY
Oil viscosity should be checked at intervals as specified
in the Scheduled Maintenance Program. By comparing
the viscosity at different intervals, taken at the same
temperature, excessive fuel dilution may be detected by
an unusual drop in viscosity. Excessive oxidation of the
oil may be detected by an unusual rise in viscosity
within the recommended oil drain periods. The
viscosity limits are directly related to the type of oil
being used and the type of viscosity measurements
being made. The oil suppliers will furnish these values,
which should correspond to a maximum of 5% fuel
dilution and a 35% viscosity rise.
Operating an engine with badly oxidized oil or poor oil
filtration will result in oil cooler core plugging, carbon
buildup on piston undercrowns, ring grooves, oil rings,
and piston pin bearing grooves. and limitation of oil
flow to the main and connecting rod bearings with
subsequent engine damage.
To provide protection to the engine, the oil and system
components should be carefully observed for proper
functioning and corrective measures taken where
2. Open drain valve in the oil strainer housing to
drain oil into the engine oil pan sump.
3. Provide a container or oil runoff line for drained
oil.
4. Remove pipe plug from oil drain valve and open
valve to drain all the oil from the engine oil pan
sump.
5. Remove pump strainers from strainer housing,
and remove the oil filters from the filter housing.
6. Clean the strainers using a suitable cleaner, and
rinse thoroughly.
7. Wash down top deck, oil pan, and filter housings
using fuel oil or kerosene. Drain off cleaning
fluid and wipe areas free of excess fluid. using
bound edge absorbent towels.
8. Replace pipe plugs in drain lines, where required,
and close valve. Where necessary, renew gaskets.
9. Install clean strainers and screens. Install new
elements in filter containers. Prepare system to
receive new oil.

9-6
Section 9

10. Recharge engine with new lubricating oil qual-
ified for use. Add oil through square filler
opening in strainer housing.
CAUTION: Ensure that strainer housing internal
drain valves are closed and oil strainer
is filled to overflow before starting
engine.
The flow of oil is from the bottom of the strainer
between the cylinder and the mesh screen, through
the mesh screen and the perforated metal core into
the center of the element, then out the top of the
strainer.

Sufficient oil will be retained in the housing to

supply main lube and piston cooling oil pumps
on starting. Engine oil level is shown on the
oil gauge. Pour a liberal quantity of oil over
cylinder heads and top deck components
before starting.

11. Inspect engine prior to starting, then start

engine. Check oil level with engine at idle
speed. If oil level is not to "full" mark on
gauge, add oil to bring level to "full" mark,
with engine at idle speed and with hot oil.
Fig. 9-6 - Oil Strainer Housing
NOTE: Under some conditions the oil level may
be above the bottom of the oil pan handles
so care must be taken when the oil pan
handhole covers are removed.

OIL STRAINER HOUSING

DESCRIPTION

The oil strainer housing. Fig. 9-6, is a large box-

shaped cast aluminum housing which is mounted on
the right front side of the engine on the accessory
drive cover. It contains independent strainers for the
main oil pump supply and scavenging oil pump.
There are two strainers for the main lube pump oil
and one strainer screen for scavenging pump oil.
with a separate oil inlet and discharge for each of
the systems.

The two main lube oil pump strainers. Fig. 9-7, each
consists of a replaceable element of a pleated
perforated metal core covered with mesh screening,
and a metal cylinder which encloses the element.
The cylinder prevents collapse of the element in the Fig. 9-7 - Main And Piston Cooling Oil Pump
event of a high pressure drop. The element is Strainers
attached to the cylinder by a through bolt in the
cylinder which runs through the base of the element When in place, they are held by a crab and
and is secured with a locknut. The unperforated handwheel on the stud between the holes. Each
outer cylinder provides a constant head of oil since strainer is sealed at the top by a seal ring. Also, oil
suction is from the bottom only and not through the under pump pressure is admitted to a groove around
entire length of the screen. each strainer, just below the seal, to prevent air

9-7
Section 9

entry in event of a leaky seal. A partition adjacent to the

strainers, open at the bottom, separates them from the
oil inlet area of the housing. Oil enters the strainers at
the partition bottom and is taken up by thy pump
through a cast passage in the housing.

The scavenging oil pump strainer, Fig. 9-8, has a rigid

perforated metal screen which retains its shape and is
easily cleaned. When the strainer is installed in the
housing, it is held in position with three nuts. Two
handwheels on swivel bolts secure a cover over the
strainer and drain valves. The scavenging oil strainer
inlet and outlet openings are shown in Fig. 9-6.

An oil level is maintained in the strainer housing up to

the bottom of the overflow opening, Fig. 9-6. Excess oil
returns to the oil pan sump. A spring-loaded valve, Fig.
9-9, is provided to drain the oil from the strainer
housing into the oil pan sump, at the time of an oil
change. An additional valve, Fig. 9-9, is used to drain
the oil filter housing. Both valves are located under the
filler cover and must be kept closed at all times except Fig. 9-8 - Scavenging Oil Pump Strainer
for the period of draining.

Fig. 9-9 - Strainer Housing Drain Valves

9-8
Section 9

MAINTENANCE

Lube oil strainers should be removed at each oil

change and strainers and housing thoroughly
cleaned, using a petroleum solvent.

As previously described, the engine lube oil

strainers have a seal of oil under pressure in
addition to the seal rings. The oil under pressure
will leak out under the strainer flanges if the seal
rings are not seated properly or are damaged. When
strainers are replaced, care should be taken to see
that the sealing surfaces are free from nicks and
scratches and seal rings are in good condition.
Also, that the oil passages to the seals are open and
clear.

The pressure oil seal may be checked, with the

engine at idle speed, by loosening the large
Fig. 9-10 - Lube Oil Separator
handwheel until the seal ring of the furthest
strainer from the engine is free of the housing. Oil
1. Shut down the engine.
should leak out around the strainer flange. If no oil
appears, the engine should be shut down and the oil
2. Remove bolts from the separator cover.
supply passages inspected and cleaned. Any air
which might enter system at this location will be
3. Disconnect the flexible exhaust tube
discharged with the lubricating oil and may cause
assembly from the eductor tubes and remove
damage, even though normal oil pressure is
the housing cover and exhaust tube elbow as
indicated.
an assembly.
When replacing the scavenging strainer, be sure the
4. Remove eductor assembly tubes from stack.
strainer is seated properly or the scavenging pump
will lose suction causing a loss of lube oil pressure.
5. Separate inner eductor tube from outer tube
by inserting screwdriver at the top of the
LUBE OIL SEPARATOR eductor flanges.

DESCRIPTION 6. Clean carbon deposits from inside and

The oil separator is an elbow-shaped cylindrical
housing containing a wire mesh screen element. It
is mounted on the turbocharger housing. An elbow
assembly connects the oil separator to the eductor
tube assembly in the exhaust stack, Fig. 9-10. The
exhaust gases in the stack create a suction in the
eductor tube, which draws up oily vapors from the
engine through the separator element. The oil
collects on the element and drains back into the
engine. The gaseous vapors going through the
element are discharged into the exhaust stack and
vented to atmosphere.
MAINTENANCE
outside of both eductor tubes.
7. Remove screen clement from separator cover
and wash in petroleum solvent. Rinse clement
in hot water and blow dry with compressed
air.
8. Insert inner tube into outer tube with hole in
inner tube flange aligned with pin in outer
tube flange.
9. Place eductor assembly into stack with the
word TOP, stamped on the inner tube flange,
facing upward.
10. Install screen element into cover and mount
cover to separator with mounting bolt.

The screen should be removed from the oil 11. Attach exhaust elbow and eductor assembly
separator and cleaned at intervals specified in the to exhaust stack with four mounting bolts.
Scheduled Maintenance Program.

9-9
Section 9

MAIN LUBE OIL AND PISTON

COOLING OIL PUMPS
DESCRIPTION

The main lube oil and piston cooling oil pumps, Fig. 9-
11, are contained in one housing. The two pumps are
separated by a spacer plate between the sections of the
pump body. Each has its individual oil inlet and
discharge opening. The piston cooling pump gears at
the end are narrower than the lube oil pump gears. The
lube oil and piston cooling oil pump assembly is
mounted in the center of the accessory drive housing
and is driven by the accessory drive gear. Fig. 9-11 - Main Lube Oil And Piston Cooling Oil
Pumps (16-Cyl.)
MAINTENANCE
2. Hold the pump in a suitable vise.
NOTE: In the following "Disassembly" and
"Assembly" procedures, disregard references As a safety precaution, provide an additional
to "center body" for 8 and 12cylinder engines. support at the center of the pump until the front
Also disregard "center gear" for 8 and 12- body and bushing and piston cooling pump gears
cylinder engines. are removed.

DISASSEMBLY 3. Remove the long bolts holding the front body to

the center body, Fig. 9-12
1. CIean the pump externally before disassembly.

Fig. 9-12 - Main Lube Oil And Piston Cooling Oil Pumps, Cross-Section (16 Cyl.)

9 - 10
Section 9
4. Using a rawhide mallet, tap the front body at the
inlet and outlet openings, to remove -the front
body, cover, idler shaft, and outer driven gear as
an assembly.
5. Remove the drive shaft nut, and washer.
6. Support pump on its flange, pump drive gear
down, so that gear is free to move downward. 7.
Apply pressure to shoulder of drive shaft and
press the shaft down a maximum of 12.70 mm
(1/2").
CAUTION: If shaft is pressed down too far, the
piston cooling pump gear key will shear
the collar in the spacer plate.
8. Manually raise pump drive gear and drive shaft
until a 12.70 mm (1/2") clearance is obtained
between the drive shaft sleeve and the piston
cooling pump drive gear.
9. Attach a puller to the drive shaft sleeve and
remove sleeve from the drive shaft.
10. Remove the piston cooling pump drive gear and
its key.
11. Remove the spacer plate and collar.
12. Remove the tube oil pump center driven gear and
drive gear assembly.
13. Using a rawhide mallet, remove the center body
portion of the pump.
14. Remove the tube oil pump inner driven gear, drive
gear, and key.
15. The pump drive gear and shaft assembly is then
removed.
16. Keep all parts of the one pump assembly together.
CLEANING
Clean all the individual parts of the pump using a
petroleum solvent. After cleaning, dry the parts with
compressed air.
INSPECTION PUMP BODIES
1. Check the surface of the pump bodies for nicks,
dents or scratches which may have
9 - 11
protrusions above the normal surface. Smooth
down any evidence of roughness.
2. Inspect the drive shaft bushings for imbedded
dirt, metallic particles, flaking and pitting.
Bushings with light scratches and small quantities
of imbedded dirt may be reused after smoothing
up, provided bore sizes are within the maximum
limits.
3. Replace the bushings if any other adverse
conditions exist. Details of construction and
application of bushing installation and removal
tools are shown in Fig. 9-13.
4. Using fine abrasive cloth on a smooth surfaced
tool, clean off the gasket face of the pump bodies.
SPACER
Inspect the sides of the spacer for smoothness. If
necessary, smooth the sides using fine abrasive cloth
held flat on a flat surfaced tool.
GEARS
l. Inspect the gear teeth for nicks, pitting, and
excessive wear. Light nicks are permissible
provided they are blended by filing and stoning.
2. Gears having tooth faces pitted in excess of 30%
of tooth contact area should not be reused.
3. Inspect the driven gear bushing inside diameter
for wear and possible damage.
4. Driven gear bushing installation and removal tool
construction and application is shown in Fig. 9-
14.
5. Inspect the keyways in the drive gears for any
damage which would interfere with the key
application.
6. The drive shaft gear may be magnaflux inspected.
DRIVE SHAFT, KEYS, AND IDLER SHAFT
1. Inspect the shafts for any roughness. Check the
drive shaft keyways and key fit. making sure the
keys fit snugly in the shaft.
2. Check the drive shaft diameter to determine
whether the drive shaft to body bushing clearance
is within maximum limits.
Section 9

Fig. 9-13 - Oil Pump Body Bushing Tools

3. Also check the idler shaft to make certain that the

shaft to bushing clearance is within maximum
limits.
ASSEMBLY
1. Place the mounting flange of the cleaned and
inspected rear body, Fig. 9-12, in the bench vise
with the drive shaft bore facing up.
2. With the pump drive gear applied to the drive
shaft, lightly oil the shaft journal and insert the
shaft in the rear body bushing.
3. Place the inner drive gear key in the drive shaft
and install the inner drive gear on the shaft with
the dowel holes in the gear facing toward the
front of the pump.

9 - 12
Section 9
Fig. 9-14 - Oil Pump Driven Gear Bushing Tool
CAUTION: Refer to Service Data for diagram of
helix angle position of abutting
gears.
4. After oiling the bushing, apply the mating
driven gear, meshing it with the drive gear.
5. Oil the pump rear body to center body gasket
and apply it to the gasket face of the rear
body, being careful to align the bolt and
dowel holes.
6. Apply the center body to the rear body.
7. Apply center drive gear assembly to drive
shaft with dowels aligned with holes in rear
drive gear. Slide center gear toward rear of
pump until dowels and dowel holes are fully
mated.
8. Install center driven gear to mate with center
drive gear assembly.
9 - 13
9. Oil the body gasket and apply to the center
body.
10. Apply the spacer plate to the center body and
the collar to the drive shaft.
11. Install the piston cooling drive gear key in
the drive shaft and apply the drive gear.
NOTE: The use of the cleaner activator and
retaining compound, as described in the
following Steps, does not apply to 8 and
12-cylinder engines.
12. Make sure that sleeve and drive shaft are free
of dirt, oil, and grease. Spray cleaner
activator on the I.D. of the sleeve and the
O.D. of the shaft, and wipe off.
13. Respray sleeve and shaft and allow to dry for
about 10 minutes. Do not wipe off.
14. Coat entire surface of shaft, which is covered
by the sleeve, by applying retaining com-
pound in small amounts.
15. Apply sleeve and wipe off excess compound
at each end of sleeve. Apply heavy duty
washer and nut. Tighten nut to 441-475 N - m
(325-350 ft-lbs) torque.
NOTE: Retaining compound sets quickly so that
delay in torquing nut could result in
improper clamping of gears.
16. Check that all excess compound is removed
before proceeding with assembly.
17. Oil the spacer plate gasket and apply to the
spacer.
18. Completely coat the bushing in the front body
with oil.
19. Apply the piston cooling pump driven gear to
the idler shaft which was left assembled to
the front pump body and cover, and apply this
assembly to the pump. If the front body,
cover, and idler shaft were disassembled,
apply these parts individually using a new
oiled gasket between the cover and the front
body.
Section 9
20. Complete assembly of the pump by installing the
long bolts through the cover. Tighten securely.
21. If possible, allow pump to remain unused for
approximately 24 hours after torquing to ensure
sleeve to shaft retention.
ASSEMBLY INSPECTION
1. After pump assembly, rotate the pump drive gear
to check for gear noise or tight assembly.
2. Check the thrust of the drive gears. This may be
done by securing an indicator on the pump flange
with the indicator button contacting the rim of the
pump drive gear, Fig. 9-15. Push the drive gear
inward so that all clearance is located at one end,
then set the indicator to zero. Pull the drive gear
outward to determine the amount of thrust
clearance.
3.
Fig. 9-15 - Checking Pump Drive Gear End Thrust
3. Leaving the indicator button on the outside of the
pump drive gear rim, rotate the drive gear to
check the gear runout. Drive gear runout should
not exceed specified total indicator reading, with
thrust in one direction.
4. Check the pump flange runout. Mount the
indicator clamp on the drive gear and place the
indicator button to contact the pump flange. Set
the indicator to zero, and with the thrust held in
one direction, rotate the drive gear. The runout of
the pump flange face should not exceed specified
total indicator reading.
5. Check the pump gears to body radial clearance.
Clearance should be within the specified limits.
9 - 14
6. Additional clearances and limits are listed in the
"Service Data" at the end of the section. Some of
these clearances must be obtained by comparing
the individual mating parts, or by assembly and
disassembly using lead wire or other suitable
means to obtain the part to part clearance.
7. After pump inspection, seal off the pump body
openings, and provide protection for the teeth of
the pump drive gears.
SCAVENGING OIL PUMP
DESCRIPTION
The scavenging oil pump, Fig. 9-16, is a positive
displacement, helical gear type pump. The pump body,
split transversely for ease of maintenance, contains sets
of mated pumping gears. The driving gears are retained
on the pump drive gear shaft by keys. The idler shaft is
held stationary in the housing by a set screw, and the
driven pump gears rotate on this shaft on bushings
pressed into the gear bores. The drive shaft turns in
bushings pressed into the pump body. These bushings
are made with thrust collars which protrude slightly
above the pump body and absorb the thrust of the drive
gears. The scavenging pump is mounted on the
accessory housing in line with and to the left of the
crankshaft, and is driven by the accessory drive gear.
Fig. 9-16 - Scavenging Oil Pump (16 & 20-Cyl.)
MAINTENANCE
NOTE: In the following "Disassembly" and
"Assembly" procedure, disregard references to
"center body" for 8 and 12-cylinder engines.
Also disregard "center gear" for 8 and 12-
cylinder engines.
Section 9
Construction and maintenance of the scavenging oil
pump is similar to the main lube oil and piston cooling
oil pump, except for the use of the spacer in the main
lube oil pump.
DISASSEMBLY
1. Clean the external surfaces of the pump before
disassembly.
2. Hold the pump in a suitable vise. As a safety
precaution, provide additional support until the
rear body is removed.
3. Remove the long bolts holding the pump bodies
together.
4. Using a rawhide mallet, tap the front body at the
oil inlet and outlet openings to remove the front
body, idler shaft, and cover as an assembly.
5. Remove the drive shaft nut, washer, and sleeve
from the drive shaft.
6. Remove the outer drive gear, key and driven gear.
7. Remove the center body.
Fig. 9-17 - Scavenging Oil Pump, Cross-Section (16 & 20-Cyl.)
9 - 15
8. Remove the center drive gear, key, and the
mating driven gear.
9. Remove the rear drive gear, key, and driven gear.
10. Remove the pump drive gear and shaft as an
assembly from the rear pump body.
11. Keep all parts of the same pump together.
CLEANING
Clean all the individual parts of the pump using a
petroleum solvent and rinse in hot water. Dry the parts,
using compressed air.
INSPECTION
Refer to the corresponding procedures in the preceding
"Main Lube Oil And Piston Cooling Oil Pumps"
coverage. Also, refer to "Service Data" at the end of the
section.
ASSEMBLY
1. Place the cleaned and inspected rear body, Fig. 9-
17, in the vise with the drive shaft bore facing up.
Section 9
2. Oil the drive shaft journal sparingly, and apply
the pump drive gear and shaft as an assembly to
the rear body.
3. Apply the drive gear key to the drive shaft and
apply the inner drive gear. Apply the mating
driven gear.
CAUTION: Refer to Service Data for diagram of helix
angle position of abutting gears.
4. Fit the center drive gear key to the shaft.
5. Oil the body gasket and apply it to the rear body.
6. Apply the center body to the rear body.
7. Install the center drive gear to the drive shaft.
8. Place the center driven gear in the body in mesh
with drive gear.
9. Apply an oiled gasket to the face of the center
body.
10. Apply the outer drive gear key to the drive shaft
and install the outer drive gear.
11. Apply the sleeve, heavy duty washer, and drive
shaft nut to the shaft. Tighten nut to 441-475 N-m
(325-350 ft-lbs).
12. Since the front body, idler shaft, and cover were
left as an assembly, these parts may be applied to
the pump together. Apply the outer driven gear to
the idler shaft and apply this assembly to the
pump.
13. Install the long bolts through the cover and tighten
securely.
ASSEMBLY INSPECTION
1. After pump assembly, rotate the pump drive gear
to check for gear noise or tight assembly.
2. Check the thrust of the pump drive gears. This is
done using the same indicator arrangement shown
in Fig. 9-15 for the main lube oil pump. Attach
the indicator holder to the pump flange with the
9 - 16
indicator button contacting the rim of the pump
drive gear. Push the drive gear inward to take up
all thrust in one direction. Set the indicator button
to zero and pull the drive gear outward to
determine clearance. Thrust clearance using new
parts should be within the specified limits.
3. With the indicator button on the outside of the
pump drive gear rim, as when checking thrust
clearance, rotate the gear with the thrust held in
one direction to check drive gear runout. Drive
gear runout should not exceed specified total
indicator reading.
4. Check the pump flange runout. Mount the
indicator clamp on the drive gear and place the
indicator button to contact the pump flange. Set
the indicator to zero, and with the thrust held in
one direction, rotate the drive gear. The runout of
the pump flange face should not exceed specified
total indicator reading.
5. Check the pump gears to body radial clearance.
Clearance should be within the specified limits.
6. Additional clearances and limits are listed in the
"Service Data" at the end of the section. Some of
the clearances must be obtained by comparing the
individual mating parts, or by assembly and
disassembly using lead wire or other suitable
means to obtain the part to part clearance.
7. After pump inspection, seal off the pump body
openings and provide protection for the drive gear
teeth.
TURBOCHARGER OIL FILTER
DESCRIPTION
The turbocharger oil filter, Fig. 9-18, provides
additional protection for the high speed bearings and
other lubricated areas of the turbocharger, by filtering
the oil just before it is admitted to the turbocharger. Oil
enters the filter through a cast manifold and, after
passing through the filter, returns to the upper idler gear
stubshaft and into the turbocharger. The filter element is
of pleated paper construction, and is disposable. The
filter is mounted on the camshaft drive housing at the
right bank of the engine.
Section 9
The filter head contains two check valves, Fig. 9-
18. one to prevent lube oil from the soak back
system from going into the turbocharger filter
during soak back pump operation and the other to
prevent lube oil from the turbocharger filter from
entering the soak back system when the engine is
running.
Fig. 9-18 - Turbocharger Oil Filter
MAINTENANCE
The turbocharger filter should be serviced at
intervals as specified in the Scheduled Maintenance
Program or more frequently if experience indicates
it is necessary.
To remove turbocharger filter assembly, loosen the
two nuts holding the container to the upper housing
until. using the handles on each side of the
container, the container can be rotated to disengage
from the upper housing. Remove the paper element
and dispose of it. Thoroughly clean the container,
install a new element, check the seal and replace,
it' required. Fill the container with clean oil and
reassemble to the upper housing. Do not
overtighten attaching bolts as the seal may be
damaged.
NOTE: Whenever oil is detected coming from the
camshaft bearings with the engine shut
down and the soak back pump running.
9 - 17
the turbo filter outlet check valve should
be inspected.
SOAK BACK OIL SYSTEM
DESCRIPTION
To ensure lubrication of the turbocharger bearings
prior to engine start. and the removal of residual
heat from the turbo after engine shutdown, a
separate lube oil pressure source is provided. This
pressure source is controlled automatically through
the engine "start" and "stop" controls.
An electrically driven pump drawing lube oil from
the oil pan, pumps the oil through a soak back
filter, Fig. 9-19, and the head of the turbocharger
oil filter directly into the turbocharger bearing
area, Fig. 9-1. The motor driven pump and filter
are mounted on the side of the oil pan, Fig. 9-19.
Fig. 9-19 - Soak Back Oil Motor, Pump, And Filter
Installation
CAUTION: If the soak back pump should fail to
operate when the engine is shut down.
restart the engine immediately and
allow it to run for 15 minutes at idle
speed with no load, to prevent damage
to the turbocharger.
If engine is not restarted within two minutes of
shutdown, do not restart the engine
until soak back pump operation is
restored and the engine has been
allowed to cool down.
A pressure relief valve, Fig. 9-19, set at 379 kPa
(55 psi), is located in the head of the filter. When
the engine starts, and the motor driven pump is still
running, main lube oil pressure from the engine
driven pump becomes greater than the motor driven
pump pressure. As there is no outlet for the lower
pressure oil. the relief valve will open when the
Section 9
pressure builds up to 379 kPa (55 psi), and the oil will
return to the oil pan through a passage in the filter head
mounting flange. Also located in the filter head is a
bypass valve, Fig. 9-19, set at 483 kPa (70 psi). This
valve will open to permit motor driven pump pressure
to bypass a plugged filter element so that lubrication
can be supplied to the turbocharger to prevent turbo
damage.
MAINTENANCE
The oil filter element should be serviced at the intervals
as specified in the applicable Scheduled Maintenance
Program, or more frequently if experience indicates it is
necessary.
To remove the element from the filter, Fig. 9-19,
remove the two bolts from the top of the head and
remove the bowl, element and spring from the upper
housing.
PRELUBRICATION OF ENGINES
Prelubrication of a new engine, an engine that has been
overhauled, or an engine which has been inoperative for
more than 48 hours is a necessary and important
practice. Prelubrication alleviates loading of
unlubricated engine parts during the interval when the
lube oil pump is filling the passages with oil. It also
offers protection by giving visual evidence that oil
distribution in the engine is satisfactory.
Perform prelubrication as follows:
1. Remove the pipe plug at the main lube oil pump
discharge elbow, and connect an external source
of clean, warm oil at the discharge elbow. Prelube
engine at a minimum of 69 kPa (10 psi) for a
period of not less than three and not more than
five minutes (approximately 57 lpm [15 gpm]
using a 1.1 to 1.5 kW [1-1/2 to 2 hp] motor).
2. While oil pressure is being applied, open the
cylinder test valves and bar the engine over one
complete revolution. Check all bearings at the
crankshaft, camshafts, rocker arms, and at the rear
gear train for oil flow. Also check for restrictions
and excessive oil flow. If fluid discharge is
observed from any cylinder test valve, find the
cause and make the necessary repairs.
9 - 18
3. On new or overhauled engines remove the pipe
plug at the piston cooling oil pump discharge
elbow and connect the external oil source at that
opening. Check for unrestricted oil flow at each
piston cooling tube.
4. Disconnect the external oil source and replace the
pipe plugs at the pump discharge elbows. Close
the cylinder test valves.
5. Pour a liberal quantity of oil over the cylinder
mechanism of each bank.
6. Check oil level in strainer housing and, if
required, add oil to strainer housing until it
overflows into the oil pan.
7. Replace and securely close all handhole covers
and engine top deck covers.
NOTE: When an engine is replaced due to
mechanical breakdown, it is important that
the entire oil system, such as oil coolers,
filters, and strainers, be thoroughly cleaned
before a replacement engine or the
reconditioned engine is put in service. A
recurrence of trouble may be experienced in
the clean engine, if other system components
have been neglected.
In some cases engines have been removed from service
and stored in the "as is" condition by draining the oil
and applying anti-rust compound. When these engines
are returned to service, care must be taken to see that
any loose deposits are flushed out before adding a new
oil charge. The entire engine should be sprayed with
fuel, to break up any sludge deposits, and then drained,
being careful that the drains are not plugged. Fuel
should not be sprayed directly on the valve mechanism
or bearings, as lubrication will be removed or dirt
forced into these areas. The surfaces should then be
wiped dry before new oil is added to the engine.
OIL SYSTEM INFORMATION
Additional information on the oil system and
components is given in the latest revisions of
Maintenance Instruction bulletins. These instructions
cover important items such as the Scheduled
Maintenance Program, which outlines maintenance
intervals, and flushing and cleaning information.
Engine lubricating oil should be qualified for use.
Section 9

SERVICE DATA
LUBRICATING OIL SYSTEM

SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
2. Minimum, maximum, and tolerance measurements are provided as service limits. At time of rebuild or any
time unscheduled maintenance is performed, the service limits should not be exceeded. Engine components
within these limits may be reused with the assurance that they will perform satisfactorily until the next
scheduled overhaul.
Lube Oil Pressure Relief Valve
Valve guide inside diameter - Max. ....................... 12.764 mm (.5025")
Valve stem outside diameter - Min. ....................... 12.484 mm (.4915")
Valve face to stem squareness
(outer edge of valve face) - T.I.R. Max. . . . . . . . . . . . . . . . . . . . . 0.05 mm (.002")
Oil Pumps
Drive shaft to rear housing bushing clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038-0.114 mm (.0015"-.0045")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 mm (.007")
Sleeve to bushing clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038-0.127 mm (.0015"-.0050")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 mm (.007")
Idler shaft to gear bushing clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038-0.130 mm (.0015"-.0051")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 mm (.007")
Driven gears - total thrust clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.41-0.61 mm (.016"-.024")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.61 mm (.024")
Thrust face of bushing to body clearance (front and rear) -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.02-0.18 mm (.001 "-.007")
Min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.000 mm (.000")
Drive and driven gear backlash -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.30-0.41 mm (.012"-.016")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 mm (.030")
Radial clearance of drive and driven gear to body -
Min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038 mm (.0015")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 mm (.010")

*Drive shaft thrust clearance (pump assembled) . . . . . . . . . . . . 0.20-0.56 mm (.008"-.022")

**Drive shaft thrust clearance (pump assembled). . . . . . . . . . . 0.13-0.56 mm (.005"-.022")
Pump drive gear face runout - T.I.R. Limit . . . . . . . . . . . . . . . . . . . 0.08 mm (.003")
Pump flange face runout - T.I.R. Limit . . . . . . . . . . . . . . . . . . . . . . 0.13 mm (.005")
Pump flange pilot concentricity - T.I.R. Limit . . . . . . . . . . . . . . . . . . . 0.05 mm (.002")

9 - 19
Section 9

Pump drive gear to accessory drive gear backlash

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20-0.41 mm (.008"-.016")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.64 mm (.025")

NOTE: *Scavenging pump only

**Lube and piston cooling pump only

Pump/motor assembly
Parallel coupling alignment - Max. . . . . . . . . . . . . . . . . . . . . . . . . . 0.38 mm (.015")
Axial clearance between jaw and spider - Min. . . . . . . . . . . . . . . . . . . 0.76 mm (.030')

HELIX ANGLE POSITION OF OIL PUMP GEARS

MAIN LUBE OIL AND PISTON COOLING PUMPS

SCAVENGING OIL PUMPS

EQUIPMENT LIST
Part No.
Gauge - piston cooling oil pipe alignment ........................... 8071720
Cleaner - piston cooling oil pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8087086
Spray gun ............................................ 8193041
Cleaner activator (170 grams [6 oz ] ) . 8352873
Retaining compound (50 cc) .................................. 8366781

Mich. Oil Filter should be changed with 25 psi or above.

9 - 20
Section 9

9 - 21